Block-signal system.



E. R. CUNNINGHAM.

BLOCK SIGNAL SYSTEM.

APPLICATION FILED OUT. 7, 1910.

1,053,362. Patented Feb. 18, 1913.

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E. R. CUNNINGHAM.

BLOCK SIGNAL SYSTEM.

APPLICATION FILED 001. 7, 1910.

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Patented Feb. 18,1913.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

EDWARD R. CUNNINGHAM, OF DES MOINES, IOWA, ASSIGNOR OF ONE-THIRD TO E. B. IBEIGHLER AND ONE-THIRD T0 FRANK C. TATE, BOTH OF DES MOINES, IOWA.

BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Patented Feb. 18, 1913.

Application filed October 7, 191-0. Serial No. 585,884.

of Iowa, have invented a new and useful Improvement in Block-Signal Systems, of which the following is a specification.

My invention relates to a new and improved railway block signal system and consists of motor operated semaphores at, or near, the home and distant stations, so connected as to be operated by a car, or train, when entering or leaving a block. The principle on which these semaphore signals are operated by a .car entering or leaving a block is entirely different from other signal systems for in all those with which I am familiar the signals at the home and distant stations are either in multiple or in series with each other and when the signal at the home station operates, or clears for the entering car, the distant signals are supposed to go to danger by virtue of being either in multiple or series with the signals at the home station. In my system the distant signals and home signals are neither in multiple nor series with each other, and in this respect are entirely different from all other systems.

The principle on which my signal operates is as follows: A car entering the block at the home station sets the semaphore signal at the distant station in the danger position and, after the distant semaphore signal has been set and locked in the danger position, a secondary, or return call circuit, is closed and energized and the energy returned from the distant signal to the home station which raises the home signal to the admissive po sition where it islocked and held in position until the car, or train, passes through the block and clears the block by raising the distant semaphore to the clear position as it passes out of the black. When the distant signal has been raised to the clear, or middle position, the return call circuit is broken and the home signal is returned from the admissive position to the clear, or middle position by gravity.

To operate railway signalson the return call principle I- find it most convenient and desirable to use specially constructed threeposition electro-magnetic or motoroperated semaphores at both the home and distant stations, so arranged and connected by means of line wires that the home signal canonly be-operated and raised to the admissive posltion after, and by virtue of, the

setting and locking of the distant signal in a the danger position.

In addition to the three-position semaphores which I employ at the home and distant stations I find it desirable, in some instances, to use a two position electro-magnetic or motor operated semaphore located a short distance from the home station so that it will be at the rear of the car entering the block, and it is so designed and connected that when the home signal goes to the admissive position, admitting the car which sets the distant signal, the two position semaphore will be lowered to the danger position thus positively blocking the rear end of the block to following cars. It is also sometimes desirable to use a two position electro-magnetic or motor operated semaphore signal a short distance ahead of the distant station, which serves as a distant signal ahead of the distant station, in order to give fast approaching trains advance warning that the next block ahead is occupied by an opposing car. The two-position semaphoresare so located and connected as, to serve either as a rear end, positive block at the home station, or as a distant signal ahead of the distant station, depending upon the direction in which the car is traveling within the block, as hereinafter described.

My invention consists of certain details of construction hereinafter set forth, pointed out in my claims, and illustrated in the accompanying drawings in which Figure I illustrates, diagrammatically one complete block signal system protecting a piece of single track between two stations; and Figs. II, III, and IV, illustrate, in detail, the three-position motor operated semathe connection 11, to and through a magnet 12 and connections 13, 14, and 15, to ground 16. Magnet 12 being energized raises a switch lever 17 up into contact with a contact 18 and energy then flows over the connections 19 and 20, through a magnet 21 to the contact 18, through the lever 17 to the line wire 22, thence to station B, through a switch lever 23 to contact 2 1 and connection 25 to switch contact 26, thence through connections 27 and 28 to the magnet 29, thence through connections 30 and 31 to ground 32. Magnet 29 being energized pulls the lock armature 33 out of engagement with a pivotally mounted lever 34c which is attached to and made a part of a vertical shaft 35 which controls the move ment of a semaphore arm 36. The shaft 35 is movable vertically and its mounting is such that when lever '34; is released it falls, by gravity, and causes the semaphore arm 36,'which is pivotally mounted thereon, to assume the horizontal position and a red bulls eye in the base of the semaphore arm raises up in front of a white light and changes the signal displayed from white to red. Thefalling of the shaft 35 opens the setting circuit bet-ween contacts 25 and 27 by the switch contact 26 being lowered and breaking the connection. The setting relay lever 17 at station A of the setting circuit then falls as it is no longer held by the magnet 21. lVhen the movable semaphore control shaft 35 has fallen, at station B and pulled the semaphore arm 36 to a horizontal position which changes the signal displayed from a white light to a red light, the shaft with its attachment has fallen to the down position and assumes the position indicated in Fig. II. In this position lever 37 which is pivotally mounted to the arm 38, rigidly secured to the shaft 35, supports the weight of the said shaft and its attachments by virtue of the lever having fallen onto the two stationary contacts 39 and 40, which are independent of said shaft, and when so supported the contacts 39 and 40 are closed by contacts 4L1 and 42 respectively, which are secured to the lever 37, as indicated in Fig. II. When contacts 39 and 40 are closed, by the falling of the control shaft 35, energy will flow over the return call circuit from station B to station A, through the connec tions 43 and 4A, which are always energized, to contact 39 through the switch lever contact, above described, to contact 40, through the connection 45, the line wire 46, connections 47 and 18 to a contact 49, thence through a switch lever contact 50 constructed as shown, to contact 51, through a connection 52 to a motor 53, thence through connections 52L and 15 to the ground 16. The motor 53 then operates to the train of gears 55", 56, 57, 58 and 59, in the direction indicated by the arrows, said gears being constructed as shown. The gear wheel 59 revolves in a clock-wise direction, as indi cated by the arrows, and on said wheel I have mounted a roller bearing 60 which engages with a lifting lever 61, which is pivotally secured to an arm 62 rigidly affixed to a three-position semaphore control shaft 63, at station A, said lifting lever supporting saidcontrol shaft, when in its middle posi tion, said roller bearing in its upward movement raising the semaphore control shaft up to what I have pleased to term an up position, thus raising a semaphore arm 64-, pivotally secured to the control shaft, up to a vertical position and changing the light displayed in the base of the semaphore arm from white to green. When the shaft 63 is raised to the up position a lock lever 65 engages with teeth 66, which are on the movable shaft 63, said lever being pulled into said engagement by a magnet 67 which is energized by the current from the return call circuit which branches off connection 47 at 68 flows over the connections 69 and 70 to magnet 67, thence flows through connections 71, 14 and 15, to ground 16. The construction of magnet 67 and lever 65 is clearly shown in Fig. I, lever 65 being actuated by a spring 72 which, in normal position, holds the lever out of engagement with the teeth 66. When the roller pin 60, on the gear wheel 59, has raised the lever 61 and the movable semaphore control shaft 63 up to the up position, as above described,

it passes out of engagement, by the revolving of wheel 59, with the lever 61 and allows it to fall, from its pivotal connection with arm 62, thus opening the motor con tacts 49 and 51, which cuts the motor out of circuit, as indicated in Fig. IV. lVhen the motor 53 is cut out the semaphore control shaft 63 is supported in the position described by the lock lever 65 which is itself held in position by the energy from the return call circuit, as above described. When the semaphore arm 64 changes from the middle position to the vertical position and the light in the base changes from white to green, as above described, it is a permissive signal to the car or train which is approaching the block section and positively indicates that the semaphore arm at station B has fallen to the danger position, thereby returning energy to station A and operating semaphore arm 6st from the clear to the permissive position. In other words it provides a return call signal which positively indicates to the crew of the train or car entering the block at station A that they have set the danger signal at station B and effectively blocked all opposing trafiic from the block they are entering.

It is sometimes as necessary to block the home station to following cars or trains as it is to block the distant station to opposing cars or trains. To accomplish this result I sometimes employ a two-position semaphore, indicated by the letter D, so located as to be at the rear of the car or train entering the block at station A. This semaphore is operated by energy from the return call circuit which branches from connection 69 at 73 and flows over the connection 74 to contact 75 through switch lever 76, which is pivot-ally mounted to an arm 77 rigidly secured to a semaphore control shaft 78, to contact 79, through connections 80 and 81 to motor 82, thence through connections 83, 84 and 85, to ground 86. The motor 82 operates a gear 87 in a clock-wise direction so that a roller pin 88, mounted on said gear 87, engages with the switch lever 76, which is also a lifting lever, lifting the movable semaphore control shaft 78 to an up position which operates the pivotally mounted semaphore arm 89 and moves it downward to a horizontal position changing the light from green to red and causing it to display a danger signal. WVhen the roller pin 88 passes out of engagement with the lifting lever 76 (caused by rotation of gear 87) it has lifted the semaphore control shaft 78 up so that a spring actuated lock lever 90 engages with the teeth 91, on said shaft 78, and holds it in this up position, after the pivotally mounted lever 76 falls and breaks the connections between contacts 75 and 79 and cuts the motor 82 out of the circuit.

As indicated the lock lever 90 is spring actuated its normal position being out of engagement with the teeth 91 and it is operated as follows: Energy flowing over connection 74 branches therefrom at 92 passes over connections 93 and 94 to a magnet 95, thence therethrough to connect-ions 96 and 85 to ground 86. The magnet 95 being energized pulls the lock-lever 90 into engagement with the teeth 91. Energy flowing in the return call circuit also branches from connection 93 at 97 and flows over connection 98 to the lamp back of the semaphore arm 89 producing the illumination which shows through the colored glass in the base of the said arm.

As it is sometimes necessary or advisable to have a distance signal ahead of the distant station for fast approaching cars or trains, to give them advance warning when approaching a block section that there is an opposing car in the block ahead, I sometimes employ a two-position semaphore C, at station B, which operates in exactly the same manner as the two-position semaphore D, whenever the return call circuit is energized. Energy to operate semaphore C branches from the return call circuit at 99 and flows over connection 100, 101 and 102, to motor 103. It is obvious that when a car enters the block from the other way, namely station B, that the operation of thesetwoposition semaphores D and C, respectively is reversed. In other words these two-posiorder to insure this proper display of signals I have provided a spring actuated lock lever 104 which is designed to engage teeth 105, on the semaphore control shaft 63 whenever the said shaft is in the up position and power fails on the line. When energy is flowing this lock-lever is withheld from engagement with the shaft by means of a magnet 106 which is always supplied with energy through the connect-ion 107 which branches with the connect-ion 19 at 108. Energy flowing in this circuit passes from the connection 19 to the connection 107, through the magnet 106 to and through the connection 109 to the lamp in the base of the semaphore arm 64 thence through connections to the ground 110.

I have indicated an electric light in the base of the semaphore arm but it is evident that oil or any other kind of light may be used as the position of the semaphore arm determines the'color of the light displayed as the said arm carries different colored glass and covers the light with a color suitable to the position it is in.

When the car or train passes through the block, and arrives at station B, it passes over contact 1.11 and causes energy to be sent through connections 112 and 113 to a relay magnet 114, thence to contact 115, through switch lever 41 to contact 116, through the connections 117 and 118 to the motor 119. thence through connections 120 and 31 to ground 32. Energy flowing in this circuitenergizes magnet 114 which raises a release relay lever 121 up into contact with the contact 122 and current then flows through connection 43 and connection 123 to and through switch lever 121 to contact 122, thence through connection 113 to magnet 114, through connect-ion 124 to contact 115, through switch lever contact 41 to contact 116, thence through connect-ions 117 and 118 to the motor 119 and through connections 120 and 31 to ground 32. Energy flowing in this circuit causes the motor 119 to operate the train of gears 125, 126, 127,128 and 129, said train of gears being exactly similar to the train of gears hereinbefore described at station A. The movement of gear 129 is in the direction indicated by the ar- &

row in F ig. II, and causes a roller pin 130 mounted'on gear 129, to. engage the lever 37, on semaphore control shaft 35, raising said lever also lever and the shaft up, through a sliding rod connection 131, until the roller passes out of engagement with the lever 37 which is caused by the rotation of gear 129. During this process the semaphore shaft has been raised sufficiently to cause lever 34 to be above lock-lever 33 and the spring which actuates lock-lever 33 causes it to engage the under surface of lever 34 and said lock-lever then supports the weight of the semaphore control shaft in this position. Lifting lever 37 then falls, by gravity, from its pivotal connection wit-h arm 38, and opens the circuit between contacts 115 and 116 and cuts out the motor 119. The releasing lever 121 also falls since there is no energy flowing through the magnet 114. The raising of the semaphore control shaft 35, as above described, opens the return call circuit between contacts 39 and 40 and all signals return to the home position indicating a clear block section. The three-position semaphore at station A, drops to I the middle position (having been released by the lock-lever 65 which was pulled out of engagement with the teeth 66 on semaphore control shaft 63 by the spring 7 2 when the return call energy was removed from lock-magnet 67) and is caught and held in this'nosition by the spring actuated lock lever 132, which in its construction and operation is similar to lock-lever 33. The twoposition semaphores are released in the same manner by virtue of the energy in the return call circuit having been removed from their respective lockmagnets 95 and 133, which are similar in construction and operation. When the energy is removed from lock-magnets 95 and 133 the spring actuated lock-levers 90 and 134, constructed as shown, are removed by the compression of their springs from engagement with the teeth of their respective semaphore shafts and the shafts fall, by gravity, to the lower positions changing the lights in the semaphore arms.

As the apparatus at station A and station is exactly the same as to construction, both stations being duplicates of each other,

cars or trains going in a direction opposite to that described, entering at station B and leaving at station A, would operate the signals in exactly the same manner but in reverse order to that described, and I will not, therefore,.describe the operation of my sig nals in but the one direction through the block.

For convenience of description I have described myblock signal system 011 a block section between two turn-outs, A and B, and. also described it as operated by electric overhead or track contacts. This is only for convenience of description as the system is suitable to be operated on single track without turn-outs and by either overhead or track contacts or by track instruments. On single track without turn-outs it would be more suitable to operate the relays, which I have designated, generally, by the letters E and F, and the releasing relays, which I have similarly designated by the letters H and G, at stations A and B, respectively, by means of track instruments which would be used to lift the setting relay levers 17 and 23 when the car is entering the blocks and to release levers 121 and a similar lever at station A, which I have indicated by the numeral 135, when a car is leaving the blocks. As I do not claim anything on the contact or track instruments used to 0perate these relays I have not described them. I have also described my system as applied to a road operated either by an overhead or third rail conductor and track return circuits but it may be used equally well with a road operated by any kind of power. If there is no overhead or third rail feeder circuit it would, of course, be necessary to use either one aerial power wire and the ground or two aerial power wires energized either by a battery or generator.

I am aware that other signal systems have means of sending the call from the home station to the distant station and also have means of recording or indicating at the home station that the call was properly sent, but I am not aware that any system has means for proving that the call was properly received and targets or semaphores set at the distant station. In my system the call or order is sent to the distant station and the receipt of same acknowledged by returning the call to the home stat-ion, thus, obviously, completing the order. Ilrall systems with which I am familiar the order to hold opposing trains at the distant station is never acknowledged or completed at the home station and may or may not have been received as the semaphore or target at the distant station may have stuck or failed to operate for one cause or another. In my system if the semaphore at the distant station fails to operate for any reason the call is not returned and the admissive signal cannot operate. In other words the order is not completed and the train cannot enter the block without flagging, for the signal is only returned to the home station after the distant signals have been set and locked in the danger position.

Having thus described my invention what I claim and desire't-o secure by Letters Patent of the United States, is:

1. In a signaling system, the combination of a signal at each end of a block normally held in one of its positions of indication and adapted to fall to another position when released, means for holding each signal in such position, electromagnetic means for releasing the holding means, a circuit controlled by the entry of a car into the block for energizing the electromagnetic means at the distant end to release the signal at that end and allow it to fall to an other position of indication, a normally open circuit adapted to be closed by the signal when in said last named position, and a motor at the entering end and included in said circuit for raising the signal at that end to a third position.

2. The combination of a trolley wire, with a circuit adapted to be momentarily closed by the passage of a car, electro-magnetic circuit closing means in said circuit, a normally open circuit connected to said trolley wire and including a switch operated by said circuit closing means and a magnet, a signal, a shaft connected with said signal and controlled by the magnet, a circuit closing means carried by said shaft, a second normally open circuit including motor means, and adapted to be closed by the last circuit closing means, a signal controlled by said motor means, resetting means for said signals including a grounded motor circuit adapted to be momentarily closed by the passage of a car and including a magnet and a motor connected with said first named signal, a connection between said grounded motor circuit and the second normally open circuit, said connection being normally open but closed by the last mentioned magnet, and means carried by the shaft connected with the first mentioned signal for opening said grounded motor oilcuit when the signal has been restored to initial position.

EDWARD R. CUNNINGHAM.

Witnesses:

BELLE I. RIDDLE, J. R. STERLING.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

